Stock 4L60E GM Transmission (Fits 93-97) No Core Charge. Price: $1,495.00 Sale Price: $1,295.00 Sale. Stage 1 4L60E GM Transmission 1pc. This is a Chevrolet Silverado 4L60e 1999-2008 Rebuilt Transmission. Transmission is rebuilt like new with all OEM updates and includes a torque converter and 5 Year Unlimited Mileage Warranty. 4L60E 1995 4X4 TRANSMISSION 5.7L 5.0L 4.3L. $1099 Product Details. 4L60E 1995 Corvette TRANSMISSION 5.7L. $1299.99 Product Details. Used 4L60E transmissions are no doubt an enticing option because of they’re affordability. However, locating the exact match to your vehicle can be difficult and sourcing a properly functioning used 4L60E Transmission may take several installation & removal attempts before getting a good one. The 4L60E (and similar 4L65E) is a series of automatic transmissions from General Motors. Designed for longitudinal engine configurations, the series includes 4 forward gears and 1 reverse gear. It is an evolution of the Turbo-Hydramatic 700R4, originally produced in 1982. 4L60E For C5 Corvette 97-04'.

Description

Our Pro Race Series transmission is the finest built street/race automatic transmission in the industry. These transmissions are tough and built to handle whatever you dish out. We incorporate all the updates and modifications to compensate for the problems and issues they were born with from the factory. We believe you will not find a better performance transmission anywhere!

Below are the details of our Pro Race (LEVEL-2) built transmission.

First, each core transmission is disassembled and carefully inspected. The case and hard parts are cleaned thoroughly and re-inspected for cracks, wear, or other damage before we begin. The case is specially prepared and a coating of and heavy duty, heat resistant, oil based enamel is baked on, creating a hard and durable glossy finish. The seals in the case are then replaced and assembly begins.

The rear planetary assembly and bearings are meticulously inspected, then assembled into the case along with heavy duty reverse friction and steel plates. At this time the center support and sprag (one way roller) are installed after being inspected for stress cracks and damage. In addition, dual bushings are installed in the rear sun gear to handle the extra weight of the beast sun shell.

Next, the sun gear is inspected and modified to improve lubrication to the rear planetary assembly. This allows oil to escape from between the bearing and the gear it rests against, feeding additional lube to the planetary gears. This is a huge improvement and virtually eliminates one of the most common points of failure for this type of transmission. In fact, contrary to common opinion, the rear planetary assembly in these transmissions is not, in any way, weak by design. Their failure is almost exclusively due to a lack of lubrication. When you see one of these with a damaged rear planetary, it will almost always be accompanied by the blue-black signs of excessive heat. Simply put, these planetary assemblies with good lube DO NOT EASILY FAIL; even in the most demanding environments.

We then replace the sun shell with a new heavy duty unit called (and deservedly so) THE BEAST, which far exceeds the factory component. THE BEAST is able to withstand the rigors of the street, the strip, or the mud; whichever is your pleasure. No matter how hard you beat on it, THIS SHELL DOES NOT BREAK!

Next, we re-inspect the front planetary assembles – measuring clearances and making sure everything is within our own rigid specifications before installing it and inserting the output shaft.

The front sun gear, like the rear sun gear, is then modified for improved lubrication and installed. Then the output shaft is set for the proper end-play.

We re-inspect the input drum before installing new rubber seals and a neoprene lubrication seal. Next, we install new heavy duty overrun friction plates, A BORG WARNER DUAL CAGE INPUT SPRAG ASSEMBLY, and carbon composite forward friction plates. These forward friction plates have a superior holding capability as well as improved ability to withstand extreme heat; when compared with the OEM friction plates. Since these friction plates must hold the power of your vehicle in every forward gear, they have to be tough enough for the job.

Finally, we replace the 3-4 clutch set with 8 high-energy Borg Warner friction plates and Raybestos steel plates to avoid heat burn and coning. Pcb piezotronics driver download.

Next, we install the reverse input drum for the new Max Duty Performance Wide Band. This band has approximately 20 percent more surface area for holding in both second and fourth gears. This stronger 2-4 band will hold the torque during that tire chirping shift into second at full throttle in your performance machine.

We also install the *SONNAX BILLET * for maximum “apply pressure” in second gear and the Sonnax twin piston super servo for overdrive, providing an additional 30 percent holding ability in 4th gear.

Now we move on to the pump. It is inspected and modified to provide maximum lube to the planetary sets. We install a large boost valve suitable for the application. The vanes in the pump are carefully inspected for wear and replaced as needed. Steel pump rings are installed. The pump bushing is replaced with a Teflon bushing, and notches are made in pump surface to prevent its movement in even the most demanding high RPM or towing situations. This effectively eliminates front seal blow out. In addition, the front seal is installed with a special adhesive and seal retainer to eliminate any possibility of ever having a problem. The pump is the heart and soul of any automatic transmission, and we make sure it’s a healthy one. Max line pressure to between 210 and 225 PSI; which is dyno verified, of course.

The last section is the valve body. For this we use all we have learned over the years. Although most shift kits have certain distinct advantages, what we have learned is no one kit has all the best modifications… some parts we liked, others we didn’t. We took the best parts of each, and utilizing our own experience, created a set of modifications that is superior to all the others. We do not block accumulators, since the reason they exist is to prevent excessive shock to the transmission and drive train. With our transmissions, you will always have a solid, firm shift that will be linearly progressive. That means at light throttle you will feel a nice bump, letting you know the car or truck has shifted. As throttle is increased, the shifts will become more pronounced to the point of tire chirping in high performance vehicles or a firm shift at full throttle in a towing/hauling situation. It will not cause whiplash just cruising with your significant other or your grandmother around town, but will turn heads when laying it on the line.

We also eliminate the partial lockup function GM mistakenly engineered into the 4L60E transmission, thus eliminating converter shudder, premature converter clutch failure, and the well known code 1870, which causes high “line pressure”, no fourth gear, and teeth cracking shifts at low throttle. Lockup is either OFF or ON, not slipping off and on as it did with the factory PWM working. This does not affect performance, but it does have the added advantage of increasing low speed fuel efficiency, which at today’s fuel prices is like getting a bonus. In addition, this modification, along with others, allows us to use later valve bodies on older units to improve performance and increase interchangeability and reliability.

So there you have it. Our LEVEL 2 TRANSMISSION, designed to meet your needs today, tomorrow, and for many years to come!

Description

The PerformaBuilt Heavy Hauler 4L60E

You are looking at the PerformaBuilt Heavy Hauler Series transmission.

4l60e Transmission Pump

These units are built very similarly to our Pro Race units, but the focus is on durability while maintaining reasonable shift quality. These were specifically developed for commercial, heavy towing, and 4×4 vehicles. The shifts on these units are designed to take the abuse and work associated with these vehicles, but without the tire chirping shifts of our race and performance units.

These units feature a heavy duty, 13 vane pump with staked bushings, full-time lube modification to keep the heat down, and a modified lockup valve to improve the lockup converter’s durability so you can tow confidently in overdrive.

We use a heavy duty wide band for maximum hold in second and fourth gear. To compliment this, we use the Corvette servo. This servo is the largest servo available from GM. It will supply the clamping force needed for these heavy units without the excessively harsh shifts associated with the aftermarket “super servos.”

For Fourth (OD), we use the Sonnax Dual Piston servo. This servo has 30 percent more holding force than the stock overdrive servo. That, accompanied with the 20 percent wider band, will let you tow in overdrive with confidence. Now you have nearly double the load capabilities of the stock transmission in overdrive.

4l60e Transmission Rebuild

We use carbon composite friction plates in the forward clutch set. These clutches have an outstanding friction coefficient for maximum holding. They have superior temperature capabilities and they don’t burn easily, even in the worst conditions. This is important because the clutch has to bear the load in every gear except reverse.

For the 3-4 clutch, we use 8 heavy duty friction and steel plates. More friction plates than stock; which is 6 in most cars and trucks. Some additional modifications to the 3-4 set and this clutch pack prevent scoring and burning and increase hold.

We next attack a weak link, the sun shell. In particularly heavy vehicles, vehicles used for heavy loads, and those used for off-roading, constant shifting occurs from first to second and reverse. To address this, we use only THE BEAST. These sun shells do not break. They are almost twice as thick as a hardened or new OEM shell and they have a reinforced collar. You will not have to worry about that sudden loss of reverse, 2nd, and 4th gears associated with the breakage of this piece.

Moving on, in the planetary, both sun gears are modified to increase lube flow. This is a must in these heavy duty units. A lack of lube and cooling is a killer when pulling the boat, camper, or work trailer loaded down with equipment. The Heavy Hauler Series uses 4 pinion planetaries.

For the Heavy Hauler Transmissions, we only use the thicker “K” cases that came in the very high performance cars and 4×4 trucks. You won’t have to worry about cracked bell housings and cases.

4l60e Transmission Diagram

Lastly, we address the valve body. Here we perform all the updates for lube and durability, and eliminate the partial lockup function in the 4L60E. This greatly extends the converter life and helps to keep everything much cooler. We improve the flow to the 3-4 clutch set, making sure it has enough supply to hold the load on this crucial shift. We enlarge the apply release feeds for the lockup clutch to make it apply positively and avoid converter clutch burn-up under heavy load. Finally, we include a low stall heavy duty carbon composite lockup clutch torque converter.

As with all our units shipping is free within the mainland USA and there is no core charge! And, since we know you need your truck, handling time is 4 days or less in most instances. Shipping can be to your residence or any business address with no additional charge. This unit comes with our PerformaBuilt warranty for 2 years regardless of the miles you drive! If it dies, you simply return it, we repair it or replace it, and return it to you within days, not weeks. Warranty is limited to repair of the transmission at our facility. We are not responsible for any other loss incurred, such as wages, R&I cost or any other loss.